Steam steering apparatus.



E. W. THOMSON.

STEAM STEERING APPARATUS.

APPLICATION HLEDFBBAQ, 1913.

1,09 3,086. Patented A111114, 1914. I a SHEETS-SHEET 1.

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COLUMNA PLANOGRAPH (10 WASHINGTON. D. c.

I'. W. THOMSON.

STEAM STEERING APPARATUS.

APPLICATION FILED IEB.19, 1913. I 1,093,086. Patented Apr. 14, 1914.

3 SHEETS-SHEET 2.

w /CQ-mm I COLUMBIA PLANOORAPH C0.,w^sHlNnToN. D. c.

P. W. THOMSON.

STEAM STEERING APPARATUS.

APPLIQATION FILED FEB. 19, 191s.

1,093,086' vPazentel 111112111914.

3 SHEETS-SHEET 3.

COLUMBIA PLANDGRAPH c0..\vAsHlNnToN. D. C.

FREDERICK WILLIAM THOMSON, OF FORT WILLIAM, ONTARIO, CANADA.

STEAM STEERING APPARATUS.

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Specication of Letters Patent.

Patented Apr. 1a, 1914.

Application led February 19, 1913. Serial No. 749,497.

i 10 all whom, it may concern t Be it known that I, FREDERICK VViLLIAM THoMsoN, a citizen of the Dominion of Canada, residing at t-he town of Fort lVilliam, in the district of Thunder Bay and Province of Ontario, Dominion of Canada, having invented certain new and useful Improvements in Steam Steering Apparatus, do hereby declare that the following is a full, clear, and exact description of the same.

My present invention contemplates the use of a prime mover in some respects similar to that described in an application for a patent made by me contemporaneously with this, and similarly entitled, but the subject matter of my present invention refers more particularly to thedirect application olf power to the steering` of a vessel, and while other applications of my device will readily occur to the skilled mechanic that will be its greatest field of usefulness.

As stated, my present invention relates to the direct connection of power to the steering of a vessel, and its value lies in certain novel features of the prime mover particularly adapting it to this purpose, the means by which it is connected with the rudder stock, and operated from the steering wheel as fully set out in the specification and claims that follow.

The objects of my invention have been the production of an apparatus of the type described, at a cost within the reach of vessels of all sizes, and of a reliability equal to that of the most costly installations previously in use. I attain these objects by means of the mechanism illustrated in the accompanying drawings, inwhich* Figure 1, is a plan view of the mover and its connections with the rudder stock. Fig. 2, is a side view of the apparatus showing ,its connection with the steering wheel. Fig. 3 is a sectional view of one of the cylinders, the piston therein, and ,the valve Chest. Fig. l shows the manner of operating the stems of the different valves by means of miter or bevel gears. Fig. 5 is a detail of a gear connection. Fig. 6 is an end view of the valves preferably used in the apparatus. Fig. 7 is a separate view of the tiller. Fig. 8 a view of the lower part of the yoke connection. Fig. 9 a view of the clip used to connect the piston rods with the yoke. Fig. 10 is a view of the connection yoke from below showing the location of the buffer springs.

Referring to the drawings in which similar letters and numerals refer to similar parts throughout, 1 and 2 are cylinders, preferably horizontally positioned, each containing a piston of the usual type shown as 3 in Fig. 3, the piston rods 4 and 5 connecting with the pistons and extending out through one end of each cylinder. At one end of the cylinders are the valve chambers 6 and 7, having within them steam valves shown as 8 in Fig. 3. An inlet pipe 9 connects with the chamber G, and a similar pipe 10 with the cylinder 7 both being fed by a steam pipe ll--connecting with a boiler not shown. The valve chambers are also respectively provided with exhaust pipes 12 and 13 and steam port connections 14 and 15, whereby steam is admitted from the valve chambers to, and exhausted from, the cylinders 1 and 2.

Y Fig. 3 is a sectional view of the cylinder 2 and shows the connection of the valve chamw ber, `with the cylinder 2, and the positions of the different parts, and as both cylinders are shown in' the same working position, that is to say, the valves and pistons all being neutral, it also illustrates the parts and connections of the cylinder 1. It will be noted that the valve chambers are situated at one end of the cylinders and provide for the entrance of steam to the cylinders at that end only. At the opposite end the cylinders are connected to each other by a pipe 16, opening into each, and having in its length a valve 17. The connected ends of the cylinders are lled with a fluid, preferably water, the pipe 16 forming a passage for the flow of the water from one cylinder to the other, and the valve 17 controlling the same.

The cylinders 1 and 2 may rest upon legs or bunks 18--18, which raise them from the deck. The steam valves are provided with stems 19 and 20, which project from the chambers in the direction shown, the stem 21 of the water valve 17 projecting in the. opposite direction. Crossing at right angles to the cylinders and preferably secured thereto is a beam or channel 22, carrying on its upper edge bearings 23, through one of which each of the valve stems slides. Also attached to the beam 22 are bearings 24 and 25 supporting the short upright shafts 2G, 27 and 28, which in turn carry on their upper ends the levers 29-30 and 31.

The valve stems 19, 20 and 21 are cach provided with collars 32 and 33 spaced apart, the levers 29, and 31 being cut out in such manner as to leave the prongs 34 and 35 on each, the valve stems passing between the prongs, and the sides of the prongs'having contact with the collars 32 and 33 on each.

0n the lower ends of the upright shafts 26, 27 and 28, are gear wheels 36, 37 and 38 which mesh with similar wheels 39, 40 and 41, on a shaft 42, which passes across under the cylinders 1 and 2, connecting with a shaft 43, which is operatively connected with a steering wheel 44.

The power apparatus as described is located at a point sufficiently close to the rudder stock of the vessel for direct connection therewith, the shaft 43 being of a sufficient length to traverse the distance between the apparatus and the wheel 44. This may call for many lengths of shaft, which are preferably connected by universal joints to overcome distortion brought about by the condition of the vessel from variations in the load carried, or by stress of weather.

Y Also changes in direction may call for additional gears in the length of the shaft 43, all of which will be understood.

Extending from the steam end of each cylinder, and running in the same longitudinal direction to supports 45 and 46, which are secured to the deck, are guide rods, two of which are provided for each cylinder, the upper in each case being designated as 47 and the lower 48. The members of each pair are parallel with each other, and they serve as guides for the piston rods 4 and 5, which have connection with them through the clips 49 and 50, the clip 50 being secured to the piston rod 5 and extending to and sliding upon the guide rods 47 and 48 as clearly shown in Fig. 2, the connection ofV the rod 4 with the guide rods pertaining to it being precisely similar. A small pipe 51 is shown connecting the steam end of cylinder 1 with the water end of cylinder 2, and having in its length a check valve 52. Similarly a pipe 53, having in its length a check valve 54, connects the steam end of the cylinder 2 with the water end of cylinder 1. The check valves 52 and 54 are set to deliver from steam to water, thus the entry of steam into either of the cylinders will serve to force water resulting from condensation, into the water end of the opposite cylinder, and the amount of water required in the hydraulic end of the apparatus will be automatically maintained. Any surplus of water from condensation is cared for in the usual way by means of pet cocks at the steam ends of the cylinders.

The rudder stock 55, shown in Figs. 1 and 2, is connected with the rudder in the usual way. The connecting yoke 5G is made in two parts, an upper part 57, and a lower part 58, which are bolted together when in place on the rudder stock, by means of the holes 5S) and 60 shown in both halves. The detail of these parts is better shown in Figs. 8 and 10. The tiller 61, also shown as Fig. 7, is separate from the yoke 56, but combines with the parts thereof toA operate the rudder.

It will be noted that the yoke 56 shows enlargements 62 and 63 out on either side of the' tiller passage 64, and that the lower part 58 thereof, has enlargements designed to register therewith, the interior of the said enlargements being adapted for the reception of spiral springs 65 and 66.

The parts 57 and 58` are bored to loosely fit the rudder stock 55, and are not intended. to be secured directly thereto.

In putting the parts together the part 58 is first slipped down over the rudder stock, the tiller 61 is next placed on the stock and securely keyed thereto, then the upper part 57 ofthe yoke is slipped over the rudder stock 55 and the parts 57 and 58 are bolted together with the tiller between them, and extending out through the passage 64. The passage G4 is wider than the'tiller 61, allowing of a side movement or play of the tiller therein, the springs 65 and 66 forming yielding connection between the yoke 56 and the tiller 61. The arms 67 and 68 are turned down to receive clips 69 and 70 which are adapted to slide upon them. One of the clips is shown as Fig. 9.

While not shown, it will be understood that antifriction means might be interposed between the clips and the arms upon which they slide, were it considered necessary.

The clips 69 and 70 are pivotally connected with the piston rods 4 and 5 respectively, allowing of their adjustment horizontally.

ln Fig. 1, is shown ticked in, a reinforce-Y ment 71, to the yoke 56 which might be used in heavy duty installations. As clearly shown, this reinforcement is in the manner of a truss from the heavy central portion of the yoke to the outer points of the arms.

Attached to the point of the tiller 61, and running ofl1 at either sides thereof, is a cable 72, which passes around guide sheaves '73,

-to connect with a hand steering wheel 74.

A portion of the cable 72 is'preferably replaced with link belting 75, working in conjunction with a sprocket sheave 76,-connected to the steering wheel 74, thus preventing any chance of slippage. VlWhile this is a preferable method of connectionrwith the wheel, the cable might be replaced entirely by chain or it might be entirely cable, a cable sheave taking the place of the sprocket sheave 7 5.

The tiller 61, the cable 72, and the wheel 74, form a means for hand steering, independent of the power steering. By arranging the hand and steam steering wheels separately, when the power steering is being used the wheel 7 44 will be turned by the movement of the tiller, and will thus act as 'an indicator showing the position of the rudder.

I prefer the use of balanced steam valves of the kind shown in Fig. 3, that is to say of the piston or balanced type, these are hollow centered as shown in Fig. 6, that figure being an end view of the valve 8, Fig. 3. The steam in this type exerts its pressure equally on both sides of the valve, rendering it easily moved by manual means. In Fig. 1, the water valve 17 is shown semisectionally, the plunger 77 being in neutral position, closing the pipe 16 against the passage of water through it. The plunger 77 is preferentially of the same hollow construction as the steam valves already described, and a movement of the plunger in either direction will allow fluid to pass through the pipe 16, from one cylinder to the other.

Small relief valves 78 are set in the heads of the cylinders 1 and 2 for the purpose of breaking any vacuum created by the cooling of the steam therein at intervals of non-use. The operation of valves of this type is too well known to require description.

The operation of the apparatus is as follows: The wheel 44 being turned to one side or the other through the gear and shaft connection shown, operates the shaft 42 which in turn, through its gear connection with them, turns the upright shafts 26, 27 and 28, thus swinging the levers 29, 30 and 31 in which ever direction the impetus may have been designed to move them. It will be noted, though the gears connecting the shaft 42 with the shafts 26 and 28 are set to move these shafts in the same direction, the disposition of the levers 29 and 31, that is to say -toward each other, brings about an opposite result upon the valve stems 19 and 2O with which they are operatively connected, the valve stem 19 traveling in one direction and the valve stem 20 in the opposite direction thereto. Movement of the shaft 42 in either direction operates through its gear connection with the shaft 27, the lever 30, and the valve stem 21, to permit water to pass through the pipe 16. Thus the shaft 42 being moved with the sun, the valve stem 19 moves out from the chamber 2 allowing steam to enter the cylinder 1, the valve stem 2O moves in toward the chambers 13, permitting steam to exhaust from the cylinder 2, and the valve stem 21 moves in toward the valve 17 allowing water to pass from the cylinder 1 into the cylinder 2, the piston rod 4 moves into the cylinder 1 and the piston rod 5 moves out from the cylinder 2, as the piston rods connect with the yoke 5 6 through the sliding clips 69 and 70, this movement of the rods causes the end 67 of the yoke to move toward the cylinder 1, and the end 68 to move away from the cylinder 2, thus through the tiller 61 and the stock 55 moving the rudder connected thereto. A reverse movement of the shaft 42 would of course bring about a reverse of the movement described throughout.

It will be understood that I do not confine myself strictly to the means of operating the valve stems shown, as it will be understood that a rack and pinion movement might be substituted for the levers, the racks attaching to the valve stems, and pinions replacing the levers. Also the shaft 43 might be replaced by a cable which would operate to move the shaft 42 in the manner described.

Having thus fully described my said invention, what I claim as new and desire to secure by Letters Patent, is-

1. A steering rig for vessels in which is included a rudder, a rudder-stock, and a yoke secured to the rudder-stock, the arms of said yoke connecting with the piston rods of a prime mover comprising twin cylinders, alternately steam reciprocated fluid brake controlled pistons in the cylinders, means for operating the steam and fluid valves, and means for maintaining the amount of fluid in said brake, guide rods extending from the ends of said cylinders, said pistons having sliding connection with said guide rods and being thereby maintained in parallel alinement.

2. A steering rig for vessels, comprising a rudder and rudder-stock, a tiller secured to said rudder-stock, and a yoke loosely mounted on said rudder-stock, and having yielding connection with said tiller, arms extended on either side of said yoke, said arms operatively connecting with the piston rods of a prime mover comprising twin cylinders with steam reciprocated fluid brake controlled pistons in said cylinders, and means controlling the steam and fluid valves whereby movement of said pistons may be started, reversed, or stopped and held at any point of their movement, the movements of said rudder being in unison therewith.

8. A steering rig for vessels comprising a rudder and rudder-stock, a tiller secured to said rudder-stock, a yoke loosely mounted on said rudder-stock and yieldingly connected with said tiller, arms extended on either side of said yoke, truss like reinforcement extending from the points of said arms to the center of said yoke, clips slidably mounted on said arms and having adjusting connection with piston rods of a prime mover comprising twin cylinders with steam reciprocated fluid brake controlled pistons in said cylinders, said cylinders having means whereby the fluid in said brake is maintained at a fixed quantity, and a means whereby a vacuum in either cylinder is broken.

4. A steering rig for vessels in which is included a rudder, a ruddenstock, and a tiller secured to the rudder-stock, a yoke loosely mounted on said rudder-stock, arms extended from the sides of said yoke and an extension projecting from said yoke in the sanie direction as said tiller, a passage through said extension Wider than the lateral dimension of said tiller, said tiller extending through said passage, and coiled springs interposed between the sides of said passage and said tiller, whereby yielding` connection is established between said yoke and said rudder-stock, the arms on said yoke having connection With a steam operatedfluid brake controlled prime mover adapted l5 to operate said rudder. Y K Dated at city of W'innipeg this fourteenth Y day of February, 1913.

FREDERICK WILLIAM THOMSON. Witnesses `GrEnTIE BoLDT, T. T. THOMSON.

Copies of this patent may 'be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. C. 

